Internal combustion engine



Oct. 13, 1931. RECTOR 1,827,108

7 INTERNAL COMBUSTION ENGINE Filed March 18, 1927 5 Sheets-Sheet 1 [haven Z5? Z2205]? fi'crfar [32 6mm, azgj.

.Oct. 13, 1931. I E, REC-TOR 1,827,108

INTERNAL COMBUSTION ENGINE Filed March 18, 1927 5 Sheets-Sheet 2 Oct. 13, 1931. E. RECTOR INTERNAL COMBUSTION ENGINE Filed March 18, 1927 3 Sheets-Sheet 3 13065 Fer/5r -"2"/ my Patented Oct. 13, 1931 UNITED sTATEsPA'rENfn m n- ENocn' micron,

or NEW YORK, n. Y., ASSIGNOR rogwauxnsr-m MOTOR comm, or WAUKESHA, WISCONSIN, A. CORPORATION or WISCONSIN INTERNAL COMBUSTIQN ENGINE A A X Application filed' March 18, 1927. serial No. 176,324.

This invention relates to internal combustion engines, and more particularly to engines of the L-head type in which the intake and exhaust valves are situated in a pocket or chamber distant from the cylinder.

1 In engines of this type .there isa tendency to detonation. I have found that this objection can be overcome by providing for proper expansion and retarding of the pressure wave 10 in conjunction with the restricting of the clearance space between the piston and the engine head. My ,invention'also has to do with the prevention of excessive-vibration,

increasing the life and-efficiency of the engine and producing a Stratified charge insuring proper ignition and combustion therer of. Further objects and advantages Wlll ap;

pear from the detail description. H

In the drawings:

Figure 1 isa plan view of the engine headpartly broken away and in section to show the g about valve1 10. As the fuel mlxture flows compression chamber and associated parts;

Fig. 2 is a section taken "substantially on line 2-2 of Fig. 1, the head being shown partly inelevation;

Fig. 3 is a sectional view through the head and the engine block taken substantially on line 33'ofFig.1; Y a a h Fig. 4 is an underneath view of the engine head; and

Figs. 5' and 6 are'sections taken substantially on lines 5-5 and 6-6, respectively, of Fig. 4. r v

, The engine includes a block 1 within which i are disposed the cylinders 2, the upper endsof'which are closed by the engine head 3 secured in position by studs 4 and nuts 5 threaded thereon. The upper face of the block 1 is flat-or planar and the underor 1n- 0 ner face of head 3 is flat or planar to seat snugly upon the upper end of the block, a suitable gasket 6 being interposed between globules of unvapprized fuel in t e mixture.

block land the head 3 are provided with n communicating water spaces forming a waterjacket about the cylinders, the headbeing provided with a suitably shaped boss or lug 11 adapted for securement thereto of a water v outlet manifold in a known manner.

The-head 3 is provided, in connection with each cylinder 2, with a compression cham ber 12, the body portion of whichis of generally elliptical shape, this chamber include0v ing an arm 13 extending from the end of the compression chamber in which the exhaust, valve 10 is-located, this valve being disposed in alignment with the arm and adjacent the outer end thereof. As will be noted from Figv ure 1, the central portion of the compression chamber 12 is restricted slightly at '14. When the inlet valve 9 is opened' the fuel mixture enters the compression chamber 12 and flows beyondthe portion 14 so as to fill the other portion of the chamber 12 and flow over and .stream acts by centrifugal force, to throw-into the exhaust valve pocket any articles or p This is of assistance in vaporizing any unvaporized particles of gasol newhich may be '7 drawn into the compression chamber and servesto also cool the exhaust valve to a certain extent. This produces a very rich char e of fuel which is pocketed or retained intfie exhaust valve pocket during the suction stroke. On the compression stroke this charge is caused to flow into the inlet valve pocket by the action of the-mixture flowing from the cylinder through the passage or arm 12 and caused thereby to sweepthrou h the head and the block. The block 1 is pro- /the exhaust valve pocket, before entering t e vided with inlet and exhaust passages] and 8, respectively, terminating at their upper ends in ports which are controlled by inlet and exhaust valves 9 and 10, respectively, These valves are of known construction and are operated in a known manner intimed relation to the operation of the engine. The

inlet valve pocket wherethe spark lug is located. This produces a fuel strati cation, giving a rich mixture at the spark plug and a leanmixture at the entrance to the c lmder. The fuel mixture flows from arm 13 into the inlet valve pocket after the rich mixture has been sweptout of the exhaust valve pocket,

and sets up a sustained and violent whirling motion or turbulence in the inlet valve pocket, as indicated by the arrows in Fig. 4, the direction of motion of this vortex being opposite to the direction of travel of the fuel mixture as it is drawn into the cylinder.

As will be noted more clearly from Figure 2, the combustion chamber 12 is of approximately flattened inverted U-shape in central longitudinal section and, as near as practical, of uniform cross-section, and the arm 13 decreases in depth from the chamber 12, the inner end 13a of this arm being very shallow. As more clearly shown in Fig. 1, end 13a of arm 13 is curved outwardly toward the periphery of the cylinder 2. On the suction stroke of piston 15 the residual gases in the combustion chamber are drawn into the cylinder ahead of the incoming charge which is drawn into the compression chamber through the inlet valve and over the exhaust valve and enters the arm v13, this charge flowing along this arm into the upper end of the cylinder. As shown in Fig. 1, the inner wall 13?) of arm 13 deflects the gases outwardly and the top wall of this arm deflects the gas charge downwardly at such an angle that the stream of gases impinges lightly against the peripheral wall of the cylinder and flows downwardly about this wall in the form of a spiral with a stream line flow, the charge becoming increasingly attenuated as it nears the lower end or bottom of the cylinder. As the residual gases travel downwardly in the cylinder in close contact with'the wall thereof, they impart an appreciable portion of their heat to the cylinder wall which heat is carried away by the cooling system, thus lowering the temperature of these gases. Upon the compression stroke of the piston the residual gases and the fuel charge are stratified so as to give a rich mixture at the upper portion of the cylinder, this mixture becoming leaner toward the piston. As the stroke continues this mixture flows into the compression chamber where it is stratified as above described, the leaner portion of the mixture, diluted by the residual .gases, remaining at the entrance to the cylinder. The lowering of the temperature of the residual gases is advantageous as givin a higher volumetric eificiency of the cylin er. than would otherwise be possible.

The engine head 3 is provided with a plu rality of tubesltl, 17 and18 cast integral therewith, these tubes connecting the top walls of. the compression chamber 12 and arm 13 and the top wall 19 of the engine head,

this wall serving to close the outer ends of the tubes. These tubes are thus surrounded, to acertain extent, by the water space of the engine head, but the outer ends of the tubes are not cooled, but may be cooled if desired. A spark plug 20 of known ty e is mounted in the head 3, the inner end 0 this plug extending into the chamber 12. As will be noted from Figs. 1 and 2, this spark plug is disposed above and -in alignment with the valve 9, so that the exhaust gases flowing through the exhaust port beneath 'valve 10 do not pass over or near the spark plug. This is of advantage in keeping the spark plug clean and in proper operating condition. After the charge has been compressed in chamber 12 and arm 13, it is ignited by means of the spark plug 20 in a known manner. The intervening crotch of the arm 13 shields the fuel in the arm from any direct heat or light activities from the flame generated in the combustion chamber 12, which radiate in advance of the flame front. The ignition of the fuel charge generates a pressure Wave in the compressionchamber. This wave travels through the restricted portion 14 of the compression chamber in the direction of the exhaust valve and then abruptly changes its direction of travel and passes through the arm 13 to the cylinder 2. The tubes or pockets serve to permit expansion of the pressure wave successively so as to successively momentarily retard this wave and change its direction. The arm 13 forms a passage of minimum cross sectional area compatible with maximum volumetric eficiency of the cylinder and this passage opens directly into the cylinder of relatively great cross area, producing a Venturi effect. This restricted passage cooperates with the tubes or pockets to suppress the kinetic pressure Wave resulting from ignition of the fuel and effectually prevents this wave from having any undesirable effect upon the piston and bearings, thereby eliminating the roughness and the thump occurring in the cylinder next to the fly-wheel, which is commonly known in four cylinder engines as the fourth. cylinder thump. The combustion of the fuel takes place progressively toward the cylinder, slowing down as it reaches the leaner portions, which gives a smooth and continuous static pressure on the'piston, the kinetic pressure being eliminated, as noted. This successive retardation and suppression of the kinetic pressure wave serves to greatly reduce the vibration and roughness as compared to the ordinary type of motor in which the kinetic pressure Wave is not suppressed.

As previously stated, the under face of head 3 is planar or flat and seats upon the gasket 6. When the piston 15 is in its uppermost positionfas illustrated in Fig. 3, the clearance between the upper end or head of this piston and the lower wall 19a of head 3 is the minimum clearance permissible for mechanical reasons. In practice, this clearance 21a is equal to the thickness of the gasket 6 which is approximately th of an inch. This very eifectively prevents detonation at this point owingto the fact that the layer of fuel mixture is very thin and is attenuated and the area of contact of the metal. parts of-the engine for taking off the heat generated by combustion is relatively great. i The tubes in the combustion chamber and the arm, in addition to serving as expansion tubes, also serve as cushioning tubes to prevent detonation. In the operation of the engine small charges or quantities of burned gaseswill be trapped in'the upper ends of these tubes and will form cushioning layers or slow burning mixtures above the quantities of thefuel charge which -flows into these tubes. "This does not in any way interfere with the functioning of the tubes as expansion pockets or elements and has the additional advantage that the cushioning layers of the burned gases will serve to effectually prevent detonation in the event that the fuel charge in any of the tubes is ig-' nited due to its sudden compression caused by the pressure wave incident to the initial igni- I tion of the fuel charge. It. will thus be seen that the tubesand the compression chamber and arm,. as well as; the spark plug, are so arranged and related as to successively retard the pressure wave incident to the initial ignition of the fuel charge,reducing vibration to a minimum and eliminating 'detona tion in the compression chamber or arm.

. This particular arrangement and relation of the compression chamber and arm and the tubes and .associated parts co-act with the restricted clearancebetween the piston and the inner face-of the engine head, when the piston is in its innermost position,to prevent detonation either in the compression chamberor in the cylinder. These features, combined with the deflecting of the infiowing fuel charge against the wall of the cylinder, serve to produce an engine of high volumetric efliciency which is free of vibration to a much greater extent than engines not employing these features, and is also free of detonation.

Another importantadvantage of my invention is that by preventing detonation in the manner above outlined it is possible to compress the fuel charge tqa much higher pressure than is at present used, thus greatlyincreasing the operating efiiciency'of the entubes 16 and 17 and is, therefore, of less diameter, the capacity of this tube being sub stantially equal to the capacities of the tubes 16 and 17 respectively. Tests so far conducted would seem to indicate that these tubes should be of equal capacity, though it may be that this is not essential to the proper operation of the engine. There appears to be a definite relation between the capacities of the tubes and the compression chamber and arm,

the sizes of the tubes varying somewhat in accordance with the type of the engine, the capacity of the compression chamber, and the volumetric capacity of the cylinder. For this reason I prefer to form the tubes integrally with the head, as illustrated, in order that thesizes' of these tubes may not be varied.

This invention is intended as an improvement'over the engine disclosed in my application Serial No. 626,254, filed March 20, 1923 for internal combustion engines.

As above indicated, changes in constructioirand arrangementof partsof the invention may be resorted to without departing from the field and scope of the same, and I intend to include all such variations, 'as fall within thescope of the appended claims, in this apflication in which the preferred form only 0 'my invention is disclosed.

hat I claim is v 1. In an internal combustion engine including a head having a compression chamber and a water circulating space, tubes connecting the top wall of the-head and the wall of the chamber, said tubes'opening into the cornpression chamber and having their outer ends closed by the top wall of the head,.and means for initially igniting the fuel charge in the chamber. l I Y 2. In an internal combustion engine, 'a compression chamber having an arm overlying and opening into the cylindergmeans for initially igniting the fuel charge in the chamher, and a plurality of tubes opening into the arm of the chamber and closed at their outer ends. p

3. In an internal combustion engine, a compressionbhamber having an arm overlying and opening into the cylinder, inlet and exhaust valves in' the chamber, the inlet valve being remote from the arm and the exhaust valve being disposed between the arm and the inlet valve, means forv initially igniting the .fuel charge. in the compression chamber, and

of .tubes opening into the arm a pluralitand' the ch ends.-

4. In an engine of the character described, a cy l1nd er, a piston, a cylinder head provided'wlth a primary valve controlled comamber and closed at their outer bustion chamber to one side of the cylinder,

said cylinder head also provided with a secondary combustion chamber above a portion of the cylinder communicating with the primary chamber, 'said secondarychamber extending above a portion of the piston face to one side of the piston face center, said cylinder head having a wall providinmminimum cleanance above the remainder face when the piston is at the upper limit of its strpke. v

of the piston 5. In an engine of the character described,

a cylinder, a piston, a cylinder head having a primary valve, controlled combustion chamber to one side of the cylinder and also hav- 5 ing a secondary combustion chamber communicating with the primary chamber and sloping downwardly. therefron and extending above the piston face at least to a plane ing a combustion chamber consisting of a' primary chamber to'one side of the cylinder and a secondary chamber ofiset longitudinally of theengine with respect to a transverse plane of the'engine contaiiiing the cylinder axis and extending above a portion of the 7 cylinder and having a communicating passage with the primary chambei', the volume of the secondary chamber being a relatively small portion of the whole, said cylinder head having a portion thereof covering the remaining portion of the cylinder and providing minimum clearance for the piston in its outer limit of travel, said covering portion overlying the piston center.

7. In an engine of the character described,

a cylinder, a piston, a cylinder head having a primary valr e controlled combustion chamher to one side of the cylinder and also hav-.

ing a secondary combustion chamber above a ,portion of the cylinder communicating with the primary chamber, said secondary chamber extending above a portion "of the pis- 0 ton face to one side of the piston face center, said cylinder head provided with a wall having a minimum clearance above the re;

mainder ofthe piston face when the piston is at the upper limit of its stroke, intake and exhaust valves for said primary chamber arranged to provide cooling of the exhaust valve by the intake gases passing from the primary chamber to the cylinder. I

8. In an engine of the character described 0 having a cylinder, a piston, a cylinder head a valve combustion chamber formed therein to one side of the cylinder and also having a secondary combustion chamber formed therein communicating with the valve combustion chamber, the volume of secondary chamber being materially smaller than the volume. of the valve combustion chamber, said secondary chamber extending beyond the plane extending through adjacent piston axes and to 0 one side ot the associated piston axis, said cylinder head having a portion thereof providing minimum clearance above the remainder of the piston when the piston is inthe outer limit of its travel, intake and exhaust valves for said primary chamber arranged clearance -take gases passing rename the to provide cooling of the exhaust valve b intake gases passing from the priniary ch her to the cylinder. I

9. In an engine of the character described having a cylinder, a piston, a cylinder head, a valve combustion chamber formed in the cylinder head to one 'side of the cylinder and also having a secondary combustion chamber formed therein communicating with the valve combustion chamher, the volume of secondary chamber being materially smaller than the volume of the valve combustion chamber, said second-- arychamber extending beyond the plane extending through adjacent piston axes and to one side of the associated piston axis, said cylinder head having a'portion thereof providing minimum clearance above the remainder of the piston face when the piston is in the outer limit of its travel, the portion of the piston face covered by the secondary chamber being less than the said minimum valves for said primary chamber, and a spark plug having its terminalsacooled by the infrom said primary chamber to the cylinder.

10. In an engine of the character described, acy-linder, a, piston, a combustion chamber consisting of va primary chamber to one side of the cylinder and. a secondary chamber above aportion of the cylinder and having a communicating passage with the primary chamber, the volume of the secondary chains her being a relatively small portion of the whole, and a covering for the remaining portion of -the cylinder providing minimum clearance for the piston in its outer limit of travel, said covering overlying the piston center, intake and exhaust valves for said primary chamber arranged to provide coolmy name this 11th day of March, 1927.

ENOCH HECTOR.

ortion thereof, intake and exhaust P .in of the exhaust valve bythe intake gases passing 

